Genuinely quite disturbed by some things I'm reading here. I thought we were in an era of more 'enlightened' thinking?
"Sharing the workload" at V1 minus 5 is a furphy. Action must be taken immediately, and that should be done by the captain.
I have possibly misunderstood, however, with the captain handling the T/O, and close to V1, if he/she heard a bang and felt a swing, what would he/she do?
Would they 'assume' an engine failure and simply stop?
Would they wait for the co to call 'eng fail' and only
then call stop,
Or would they look inside (at high speed and possibly assymetric) and make their own decision?
Isn't it just quicker for the NHP (Who's primary job is to monitor the engines!) simply to call 'stop', or 'tyre failure'?? If your 'co' can't read the eng instruments, he/she is in the wrong job!
Bizzare!
I'm also disturbed by attitudes such as:
why would anybody in their right mind entrust an aircraft and it's occupants to a very junior (maybe less than 1000hr) FO when there is a multi-thousand hour captain sitting beside him?
So what are you going to do if the FO is handling, and the eng failure occurs
at V1??
Is the "
multi-thousand hour captain" going to have to take control to continue the T/O, rather than "
entrust an aircraft and it's occupants to a very junior (maybe less than 1000hr) FO?
IMHO the most dangerous situations occur when one pilot (usually the captain) is trying to do everything, leaving the other (usually the copilot) doing nothing!
As far as F/Os not even being allowed to taxi!! On a/c with 2 tillers, that's just staggering!
I'm extremely happy with the way my employer chooses to operate a/c. To change, would seem to me like a massively retrograde step, and a total failure of either recruitment or training !
Edited to add: For an old git like me, and much as I would like to think it, in my opinion 'experience' does not equate to 'ability'! In fact sometimes quite the opposite! In any event, many airlines promote on 'seniority' and neither experience
nor ability!